Air brake



Oct. 30 1923. 1,472,491

E. P. SCHOLES AIR BRAKE Filed Feb. 1. 1922 INVENTOR ATTORNEY Patented Oct. 30, 1923.

EDMOND r. serious, or SAN JOSE, onrrronnm, ASSIGNOR or (inn-HALF r J'n'ssir'r':

B. srnnmnc, or NEW YORK, n. Y.

AIR BRAKE;

Application filed February 1, 1922. Serial No. 533,456.

T 0 all whom it may concern:

Be it known that I,- EDMOND P. Sononns, a citizen of the United States, and resident of San Jose, in the county of Santa Clara and Stateof California, have invented certain new and useful Improvements in Air Brakes, of which the following is a specification.

My invention relates particularly to that form of air brake known as the automatic high speed air brake used on all railroad equipment.

In using the present equipment it often happens that a brake will set on one or more cars of a train due to numerous causes. The dragging of this brake may cause the breaking of the wheel. Also the brake can not be released unless the train is brought to a stop. Again on a long train the brakes on the rear cars often go into emergency when a service application is made, resulting in the pulling out. of draw-bars, breaking couplings, and even breaking the train apart causing great damage to equipment as well as danger of lossof life. It is noted that on a heavy grade the engineer has great diiiiculty in keeping an even speed due to his lack of absolute control of the entire line of brakes.

It; is the object of my invention to over come the diiiicultiesabove set forth with a minimum amount of additional equipment and in such a manner as to give the engineer absolute control over his brakes at all times. It is also an object to provide a means whereby the engineer can see at a; glance the conditions prevailing on the entire train line and can also tell if the triple valves on his train are all in the release position.

The drawing is a. diagrammatical illustration of the brake control equipment of an engine and a car, the tender being omitted, showing my invention installed thereon.

Referring more particularly to the drawing, A represents the engine equipment while B is that of a car, the tender equipment being similar to that of the car equipment shown at B. 7

At 1 is shown the main air reservoir connected to the engineers control valve 2 by pipe 3. Air pressure gage 1 and equalizing reservoir 5 also being in direct connection with Valve 2. At 6 is shown the main air line of the engine having a hose coupling 7 connected thereto as well as a connection to valve 2 by means of pipe 8.

Running the full length of the car is the train line pipe 9 having angle cocks l0'11 and hose couplings 1213 connected to each end thereof. Connected to train line 9 by means of a pipe 14 is a triple valve 15 con meeting with brake cylinder 16 and auxiliary reservoir 17 Brake cylinder 16 is also connected to automatic reducingvalve 18 through pipe 19. 'At20 is shown the conductors valve connected totrain pipe 9 by a pipe 20, it being kept in mind. that all of the above described apparatus is that which is now used on the railroads. My invention consists of the following additions to the regular equipment.

Mounted upon auxiliary reservoir 17 is a" pop-ofi' valve 21 so regulated as to allow air to flow from said: reservoir through pipe 22 and into a second train line 23 when the pressure in said reservoir is slightlyabove that of the train line 9. This second train line 23 running the full length of the car and being connected at each end through angle cocks 2425 to hose couplings 26-27. At 28 is shown triple valve exhaust port connected to the new train line 23 by a pipe (1529. i

Hose; connection 26 of the new train line, is connected to another hose coupling 30* on the engine; which connects to a new engine air line 31 as shown.- Connecting to air line" 31 is a pipe 32 having a control valve 33 andan air pressure gage-34 connected therewith. Thus it is seen that my invention consists of a. new train line running from car to car and being connected to various; parts of the" present equipment'asshown', This newline" being easily controlled by the engineer through medium of the valve 33. The operation of the entire equipment being as follows 1 l The main air reservoir. is charged to say 110 pounds and the engineer-has charged the old train line to say 90 pounds pressure.

This pressure of 90 pounds forces the air through the ports of the triple valve 15 1 into the auxiliary reservoir 17 thus charging this reservoir to a pressure of 90 pounds. The brake being now in the release position.

In order to apply the brakes the engineer reduces the pressure in the train line 9 by means of control valve 2 thus making the pressure in the auxiliary reservoir 17 greater than in the train line 9, which forces the triple valve piston outward and allows the air from the auxiliary reservoir to flow into the brake cylinder 16 thus applying the brakes. In order to release the brakes, air from the main reservoir 1 is allowed to flow into the train line 9 which increases the pressure therein and forces the triple valve piston into release position. In this position ports are opened which again recharges the auxiliary reservoir 17. The air from the brake cylinder 16, instead of being exhausted to the atmosphere, is forced through pipe 29 into the new train line 23, through the exhaust port connection 28, thus charging the new train line. This new train line 23 also being charged from the excess pressure from the auxiliary reservoir 17, through pop-o1? valve 21 and pipe 22. The pressure in the new train line being shown on page 34 and being under the control of the engineer through medium of valve 33 which discharges into the atmosphere.

Using my invention, it a brake should set while the train is running instead of having to stop the train to release this brake, the engineer opens valve 33 on the new train line and then applies more pressure in the old train line 9. This pressure acting on the triplevalve of the brakewhich is set and forces it back into the release position. The extra pressure on all the other triple valves going into the auxiliary reservoirs, which are thus over charged. This overcharging operating pop-0E valve 21 and the air fiows into the new train line and out through valve 33 into the atmosphere.

It now a service application is desired, the danger of any of the brakes from going into the emergency position is eliminated by the engineer if he puts valve 2 into full release position which throws extra pressure into the old train line which thus charges the new train line as described above, valve 33, of course, being closed. The pressure in the new train line then flows through pipe 29 and exhaust port 28 on triple valve 15 and into the brake cylinders thus apply- 1 ,avaaev ing the brakes. The handle of engineers valve 2 is now put into running position which cuts off the extra pressure in old train line 9. To release the brakes the .valve 33 is now opened and the pressure in the new train line allowed to escape into the atmosphere thus allowing the brakes to release as slowly as is desired. Thus it is seen that extra large auxiliary reservoirs and accessory reservoirs are unnecessary. It is also apparent that on heavy grades the brakes can be so controlled as to allow the train to travel at an even speed ati all times.

It should now be apparent that I have devised means whereby the various faults of the present system, as disclosed above, are overcome in a simple manner and wit-h but slight additions to the present equipment. It being understood, of course, that while I have herein shown and described the particular embodiment, changes in form and construction may be made within the scope oithe appended claims.

I claim 1- 1. In combination, a inain air pressure line an air supply therefor, a triple valve, a brake cylinder and an auxiliary air reservoir operatively connected thereto, and a pop-oil valve arranged on said auxiliary reservoir, a second air pressure line, a conduit connecting said pop-off valve and said second air line, and a conduit connecting said triple valve and said second air line.

2. In combination, a main air pressure line an air supply therefor, a triple valve, a brake cylinder and an auxiliary air reservoir operatively connected thereto, and a pop-off valve arranged on said auxiliary reservoir, a second air pressure line, a conduit connecting said pop-oil valve and second air line, and a conduit connecting said triple valve and said second air line, and a control valve operatively mounted on said second air line.

, EDMOND r. sorioLns. 

